Automatic transmission apparatus and controls



Sept. 23, 1947. o. H. BANKER AUTOMATIC TRANSMISSION APPARATUS ANDCONTROLS Filed April 14, 1944 4 Sheets-Sheet l Madame-JM W////I` M: Q

Sept. 23, 1947. o. H. BANKER 2,427,652

AUTOMATIC TRANSMISSION APPARATUS AND C ONTROLS Fild April 14, 1944 4Sheets-Shea?. 2

fifa f4? Sept., 23, 1947. o. H. BANKER 2,427,652

AUTOMATIC TRANSMISSION APPARATUS AND CON'TROLS 4 Sheets-Sheet 3 FiledApril 14, 1944' Sept. 23, 1947.

o. H. BANKr-:R 2,427,652

AUTOMATIC TRANSMISSION APPARATUS AND CONTROLS Filed April 14, 1944 4Sheets-Sheet 4 j @iff engines.

Patented Sept. 23, 1947 AUTOMATIC TRANSMISSION APPARATUS AND CONTROLSOscar H. Banker, Evanston, Ill., assigner to New Products Corporation,Chicago, Ill., a corporation of Delaware Original application April 24,1940, Serial No. 331,309. Divided and this application April 14, 1944,Serial No. 531,131

Claims.

This invention has to do with change-speed apparatus for transmittingpower between a throttle-controlled engine and a load, and relatesparticularly to such a system employing a clutch, an automaticchange-speed transmission and a fluid pressure system for controllingthe operation of said clutch and said transmission according to thedegree of advancement of the engine throttle and the speed of saidengine. This application is a division 'of my copending applicationSerial No. 331,309, filed April 24, 1940, for Automatic transmissionapparatus and controls, now Patent No. 2,394,580.

A primary object of this invention is the provision of a change-speedapparatus or system satisfactorily employing a iiuid motoror envelope-type of clutch in the power connection between the engine and the load.Clutches comprising an inatable envelope that carries parts frictionallyengageable to transmit load, when the envelope is inflated, have beenused heretofore in the transmission of power, their advantages beingease of control, uniformity of action in they application of drivingforce to the load and the absorption of torsional vibrations inherent toall reciprocating However, the fluid envelope clutch has been regardedas useful only in marine or other installations where speed ratiochanges between the engine and load are unnecessary, or occurinfrequently and without a series of shifts in rapid succession throughpower trains of graduated ratio as in the practice in motor vehicles.This limitation in the vuse of the fluid envelope clutch has existedbecause the envelope carries one of the friction elements and would,therefore, be

damaged by the heat generated in such element in prolonged severeslippage periods, when the clutch is of a size and load rating notadversely affecting its cost.

Some automotive installations employ a fluid.

iiywheel or uid turbine type of' coupling for reducing torsionalvibration. These fluid couplings, however, have the disadvantage ofoperating with an energy wasting slip between the driving and drivenmembers at all speeds, of increasing the engine speed at al1 vehicularspeeds and of causing annoying engine rush at low vehicular speeds. Thepresent invention, as another of its objects, provides apparatusoperable in a manner to obtain all of the advantages of the fluidcoupling installation while avoiding said disadvantages, and this isdone by combining a fluid envelope clutch with a transmission thatchanges speed ratio without concomitant release and reengagement of theclutch. Inasmuch as the present type of clutch transmits power throughyieldabley walls of an inflated envelope, the torsional vibrations ofthe enginev are absorbedby said walls, i'

clutch to take up load slowly` and uniformly asfuel is fed to theengine.

The invention further contemplates the combination of the aforesaidthrottle-controlled iniiatable fluid envelope clutch in combination witha multi-ratio power transmission of the character wherein changes in thepower trains are effected by closing the engine throttle for causing theengine, and transmission parts driven thereby, to slow down tosynchronism with coopera.- tive vdriven parts of the transmissionassociated withA a higher ratio power train and wherein means isprovided for automatically connecting the synchronised parts upon theirsynchronization for establishing such high power train. In accomplishingthis object, additional valve means is provided between the fluidpressure source and the clutch, and a speed-responsive device is placedin control of this additional valve means for causing the same toprovide direct communication between said source and said clutch whenthe speed-responsive device registers engine and vehicular speeds inexcess of a predetermined minimum, and to terminate the connectionbetween the throttle-controlled valve and the clutch so that when thethrottle is periodically closed during operation of the vehicle, theclutch will remain closed and fluid will not be wasted by periodicfilling and exhausting thereof.

A further object of the invention is the provision of a new arrangementof transmission wherein the main shaft is bored axially to provide spacefor a tube comprising a part of the.

uid pressure line between the fluid pressure source and the clutch, andprojects outwardly through an end of the gear box to facilitate theattachment to said tube of a coupling member communicative with an outerportion of said line.

A further object of this invention is the provision of a transmission ofthe countershaft type wherein the power take-off is from the end of the3 countershaft adjacent to the clutch or bell housing and through ashaft directed substantially perpendicularly to the countershaft.

A still further object of the invention is the provision in acountershaft type transmission of an improvedI arrangement wherein thegears making up the low and reverse speed power trains are disposed uponcentral sections of said shafts and wherein the gears making up thehigher ratio power trains are disposed adjacently to the ends of4 saidshafts and their bearing supports.

Still a further object of the invention is the provision in combinationwith a multi-ratio power transmission wherein changes between the powertrains are effected automatically, of means normally biased into aposition for preventing establishment of the higher ratio power trains,and a fluid motor operable to move said means into an inactive positionto permit the normal automatic establishment of said power ltrains, saidmotor being so operative when subjected to fluid pressure from saidsource. under control of a valve which is operated by an engine-drivenspeed-responsive device when the latter registers speeds in excess of apredetermined minimum.

With the above objects in view, the preferred embodiment of theinvention will now be described with reference to theannexed drawing,wherein:

Fig. 1 is a plan View, principally in section of a preferred embodimentof the invention;

Fig. 2 is a fragmentary plan view of the transmission gear box with aportion of the upper side wall of said box broken away to expose thecams and linkages for controlling the transmission power trains;

Fig. 3 is a transversesectional view taken on the line 3-3 of Fig. 2;

Fig. 4 is a longitudinal sectional view taken through a motor unit whichis instrumental in controlling establishment of the second and thirdspeed power trains;

Fig. 5 is an enlarged sectional View taken axially through thethrottle-controlled valve and a foot accelerator pedal associatedtherewith;

Fig. 6 is a sectional view taken through a governor-controlled valve foradmitting pressurefluid to the main clutch of the transmissionapparatus;

Fig. 7 is a sectional view taken through a governor-controlled valvewhich controls the admission of pressure-fluid to the fluid motor unitshown in Figs. 1, 3 and 4;

Fig. 8 is a sectional view taken through a switching valve which alsoappears in Fig. 1; and

Fig. 9 is an enlarged fragmentary view showing details in the connectionof the fluid pressure line at the right-hand end of the transmissionmain shaft in Fig. 1.

Referring now to the drawing, and particularly to Fig. 1 thereof, theapparatus will be seen to include a clutch generally designated C,within a clutch housing |0, a countershaft type of transmission unitgenerally designated T, within a gear box and a power take-off or drivenshaft I2 extending upwardly into a chamber I3. Said shaft I2 is drivenfrom a countershaft I4 through bevel gears I5 and I6 respectively uponthe shafts I4 and I2. This drive arrangement particularly adapts theapparatus for use in rear engine vehicles in which the engine ismountedabove the rear axle and with its crankshaft in parallelism withthe rear axle. The driven shaft I2 extends downwardly into drivingrelation with a rear axle differential (not shown), suitable universa]joint means (not` shown) being provided between said shaft and saiddifferential.

An annular driving member I1 of the clutch C is secured to the engineflywheel I3 in any. standard manner, as by means of bolts I9. Anextension or forepart 2U yof the transmission mainshaft 2| is disposedcoaxially with the flywheel I8, and has its left end section 22 carriedwithin the flywheel within a pilot'bearing 23. Such shaft extension 2Uis splined at y24 to facilitate the connection thereto of a hub 25 upona, driven member 26 of the clutch C. Snap rings 21 and 28 are employedfor preventing axial movement of theclutch driven member 26 upon theshaft extension 2|). Bolts 29 spaced circumferentially about thedisk-like member 26 are used for securing an annular flange member 39thereto. Said piece 3II in turn carries an annular inflatable envelope3| which is suitably joined thereto by a vulcanized rubber film asindicated at 32. The envelope 3| comprises side walls of flexiblefabricreinforced rubber constructed similarly to the side walls ofconventional pneumatic tire casings. A plurality of friction elements33, in the form of axially extending bars for engagement with the.

clutch driving member I1, are secured to the outer periphery of theinflatable envelope 3| in any suitable manner as by means of a.vulcanized rubber film 34.

When the envelope 3| is in its normal uninflated or relaxed conditionits contour is such as to withdraw the bar-like friction elements 33from engagement with the inner periphery of the clutch driving memberI1, but when said envelope is inflated with uid under pressure theelements 33 will be forced outwardly into frictional engagement with themember I1 whereby the clutch driven member will be caused to rotate withthe driving member.

Pressure-fluid is admitted to and exhausted from the envelope 3| througha fluid pressure line comprising a tube 35, a bore 36 in the shaftextension 20, a tube 31 communicating with said bore 36 and extendinglengthwise through the main shaft 2| within a bore 33. A fitting 39extends through the annular flange 30 and into communicative relationwith the envelope 3| to connect the tube 35 with the envelope. A fitting40 connects the other end of the tube 35 with a lateralY passage 4|which communicates with the bore 36. The right-hand end of the bore 36,Fig. 1, is enlarged in the form of a frusto-conical flare 42 to adapt itfor hermetically engaging a. frustoconical exterior end section of thetube 31. A nut 43 in threaded relation with a reduced end section 43a ofthe main shaft 2| has a flange 44 drawn firmly against a shoulder 45 ofthe tube 31 for pressing the tapered left end section of said tube rmlyinto the flared section 42 of the bore 36. Axial separation of the shaft2| and the extension 20 is prevented by a coupling assembly including anut 46 threaded upon a reduced right end section of said shaft 2| andbearing against a coupling member 41 which is splined to the shaft 2| at48. Said coupling member 41 is also splined on its outer side at 49 asis an enlarged end section 50 of the extension shaft 20 at 5|. Aninternally splined ring 52 meshes with the splines 49 and 5| upon theparts 41 and 50, and snap rings 53 and 54 which are sprung outwardlyinto grooves cut circumferentially in the ring 52 transversely of thespline quills bear against the ends of the spline quills 5I and 49 toprevent axial separation of the parts 41 and 59.

Pressure-fluid is introduced into the tube 31 through an L fitting 55upon the right end of said tube, Fig. 1, and shown in detail in Fig. :9.The outlet end of the tting 55 includes a packing gland 5B compressibleby the turning of a nut 51 into an internally threaded section 58. Theinlet end of said fitting 55 has a conduit 59 in threaded relation withan internally threaded section 60 thereof, this conduit 59 connectingwith the pressure-fluid system in a manner presently described.

Opposite end walls -SI and 62 of the gear box have bearing units 63 and84 respectively disposed therein in axial alignment for rotativelysupporting the mainshaft 2l. A 4second set of bearing units 55 and G6within these end walls rotatively carry the countershaft I4.

The transmission is connectible through three forward speed power trainsand one reverse power train. The first speed or lowest ratio power trainreceives power through the extension 20 of the mainshaft 2|, andtransmits such power through a gear 81 integral with the mainshaft, agear 68 freely rotatable about a'bearing sleeve 69 upon the countershaftI4, the hub of said gear 69, splines 1| upon said hub, a clutch ring 12slidable axially of said hub 1|) and having internal splines 13 meshingwith the splines 1|. Said clutch ring has a plurality ofcircumferentially spaced axial 1y projecting lugs 14 projectinginto'openings '15 respectively registered therewith in the gear 68, oneof such lugs 14 and openings 15 being shown in the lower part of Fig. 1.Certain of the splines 13 upon the clutch ring 12 project onto the lugsto form clutch teeth 13', so that when the ring 12 is slid axially tothe right, as viewed in Fig. 1, said teeth 13 are caused to mesh withclutch teeth 15' upon an end of a driving member 15 of an overrunningclutch 11. Said overrunning clutch driving member 16 is freely rotatableupon the hub 18 of a gear 19 which is attached non-rotatively to thecountershaft |4 by a key 80. A driven element of the overrunning clutch11 is provided by a cylindrical flange 8| which is capable of beingdriven by a plurality of clutch rollers 82 in one direction only as iswell understood by those skilled in the art. Again picking up the drivefor the first speed power train at the clutch ring 12, when this ring isslid to the right as viewed in Fig. 1 for meshing the clutch teeth 13with the clutch teeth 15', rotative force is transmitted to theoverrunning clutch driving member 16 which is effective through theclutch rollers 82, which are wedged thereby against the inner peripheryof the flange 8|, for rotating the gear 19 and the countershaft I4 towhich said gear is Q non-rotatively attached. Power is transmittedoutwardly of the apparatus through the bevel gears I5 and I8 and thetransmission driven shaft I2.

The second speed power train includes a clutch ring 83 splined to themainshaft 2| and movable axially to the right for meshing clutch teeth84 thereon with mating clutch teeth 85 upon a gear 86 which is freelyrotatable upon the shaft 2|. Clutch teeth 84 and 85 have bevel end faces81 and 88, as clearly shown in Fig. 2, so that when the clutch ring 83is shifted to the right to press the faces 81 and 88 together while thering 83 happens to lbe rotated at a greater speed than the gear 86 therewill be a ratcheting action of the teeth 84 past the teeth 85 to preventthe meshing of these teeth in a manner involving no objectionable noiseand incurring no injuries thereto. Similarly constructed and cooperableteeth as the clutch teeth 84 and 85 are shown and fully described in myUnited States Patent No.2,140,502. The secondspeed power train alsoincludes a gear 89 freely rotatable about a bearing sleeve 9U upon thecountershaft I4 and in constant mesh with the gear 86. An integralsleeve 9| of the gear 89 has upon the left end thereof a driving member92 of a second speed overrunning clutch 93. This overrunning clutch issimilar to the overrunning clutch 11, the driving member 92 beingeffective through clutch rollers 94 for imparting rotation to a drivenmember 95 comprised by an annular flange upon the gear 19. Establishmentor vmobilization of the second speed power train is accomplished by ashifter fork |04 fixed upon an operating shaft |05 therefor and havinglegs |06 disposed upon opposite radial sides of the ring 83 where saidlegs pivotly carryshoes |81 disposed within a groove |88 of the ring.Counter-clockwise pivotal movement of the shaft |05 imparts to the shoes|01 a force to cause the ring 83 to be shifted to the right for meshingthe clutch teeth 84 and of the second speed clutch |09. During certainperiods of operation of the apparatus, when the teeth 84 and 85 of thesecond speed jaw clutch `96 are meshed for mobilizing the second speedpower train, power will -be transmitted from the mainshaft 2| throughsaid clutch 98, the gears 86 and 89, sleeve 9|, overrunning clutch 93,flange and gear 19 to the countershaft I4 and thence outwardly of theapparatus through the gears I5 and I5 and the driven shaft I2.

During periods of operation when it is desired to hold the vehicle underclose supervision, as when traveling over a rough uneven surface asthose often encountered in detours, it will be desired to use thebraking effect of the vehicle engine, and to accomplish this the secondspeed power train will be made into a two-way drive train by sliuntingout the overrunning clutch 93. This is done by means of a jaw clutch 91comprising a slidable ring member l98- internally splined at 99 to thesleeve 9|. Said ring member 98 has a groove |00 for a shifter fork |0I,Fig. 2, and a set of jaw teeth |02 meshable with a set of jaw teeth |03upon the gear flange 95 when the ring 98 is shifted to left as viewed inFig. 1. When the clutch teeth |02 and |03 are thus meshed, the drivingand driven parts of the overrunning clutch 93 are connected together foreffecting a two-way drive independently of the clutch rollers 94.

The third speed power train comprises a gear ||0 freely rotatable uponthe mainshaft 2| excepting when clutched thereto by the teeth and |I2 ofa jaw clutch ||3. Said teeth of the jaw clutch ||3 are integral with thegear ||0 whereas the teeth I|2 project axially to the left from a clutchring II4, which also has a groove ||5 in which are disposed shoes I I5(one of which is shown in dotted outline in Fig. 2) upon the ends oflegs IIB of a shifter fork ||1 carried non-rotatively upon a shaft ||8.When the shaft ||8 is rotated clockwise the shifter fork I1 and shoesthereon disposed within the groove ||5 of clutch ring 4 will bearagainst the left side of this groove for urging the clutch teeth |I2into mesh with the clutch teeth III. clutch ring ||4 is splined to themainshaft 2| as indicated at ||9. Also included in the third speed powertrain is a gear |20 secured nonrotatively to the countershaft |4 by akey mem- .ber |2|, the gears ||0 and |20 being constantly meshed.

A reverse power train includes a mainshaft gear Thel |30 and thecountershaft gear 19. The reverse power train is established when anidler gear above the gears |30 and 19 is slid mutually into mesh withthem. This idler gear is shown at |3| in Figs. 2 and 3. Referringmutually to Figs. 2 and 3, the reverse idler gear |3| will be seen to becarried rotatively upon a countershaft |32 of which the ends aresupported in gear box brackets |33 and |34 of which both are shown inpart in Fig. 2 and of which only the bracket |34 is shown in Fig. 3. Thebracket |33 has a vertical leg |35 depending from the upper side wall ofthe gear box and a leg |36 projecting lnwardly from a vertical side wallof the gear box. A junction section |31 of these legs |35 and |36carries one end of the countershaft |32. A leg |38 of the bracket |34depends from the upper wall of the gear box, whereas a horizontal leg|39 projects inwardly from a vertical side wall of the gear box, and ajunction section |40 of these legs' carries the'other end of said shaft|32. It will also be noted in Fig. 3 that the bracket leg |39 provides abearing section |4I for one end of the shifter fork operating shaft |05.The idler gear |3| has a shifter ring |42 attached to its left end, Fig.2, there being a groove |43 in said ring for receiving the bifurcations|44 of a shifter fork |45. Both bifurcations |44 of the shifter fork |45are shown in Fig. 3 in dotted outline; one of such bifurcations is shownin Fig. 2.

A sleeve-like base section |46 of the reverse shifter fork |45 isslidably mounted upon a shifter fork rod |41 anchored in opposite endsof the gear box. A detent ball |48, shown in dotted outline in Fig. 2,is carried in the sleeve |46 where it is constantly urged by a spring|49 against the rod |41. This rod has a pair of notches |50 and |5| ineither of which the detent |48 is adapted to be seated by the spring |49when in registry therewith. When the shifter fork |45 occupies theposition shown in Fig. 2 with the detent |48 seated in the recess |I,the reverse idler gear |3| is disposed in a position to the right of andout of mesh with the reverse train gears |30 and 19, therebydemobilizing the reverse speed power train. Shifting of the fork |45 tothe left upon the rod |41, as viewed in Fig. 2, is resisted by thedetent |48 as it is cammed outwardly of the notch |5| against the urgeof the spring |49, but when the fork |45 is shifted sufficiently far tothe left tocarry the idler gear |3| mutually into mesh with the gears|30 and 19 for establishing the reverse power train, the detent |48 willhave reached a position of registry with the notch |50 to seat thereinand thus yieldably reslst demesh-v ing of the gears.

As is explained hereinabove with referenceto Fig. l, mobilization of thelowest or rst speed power train is accomplished by sliding a clutch ring12 to .the right for carrying the clutch teeth 13' thereon into meshwith the clutch teeth 15' on the driving member 16 of the first speedoverrunning clutch 11. Shifting of the clutch ring 12 is accomplished bymeans' of a shifter fork |52, Fig. 2, of which the bifurcations projectinto a groove |53 in said ring. This shifter fork |52 has a sleeve-likebase section |54 slidably mounted upon the shifter fork rod |41 and adetent device comprising a ball |55 shown in dotted outline in Fig. 2Within said base section |54 for cooperating with a pair of notches |56and |51 in the rod |41 in a manner similar to that describedwith respectto the ball |48. A spring |58, shown in dotted outline, constantly urgesthe ball |55 against the rod |41. When the shifter fork |62 is in theposition shown in Fig. 2, the clutch ring 12 will be held to the leftdemeshing the clutch teeth 13 and 15', as illustrated in Fig. 1. Thedetent device comprising the ball |55 yieldably resists movement of theshifter fork |52 and of the clutch ring 12 from this position, but whensaid fork is shifted to the right while camming the ball |55 out of thenotch |56, the clutch ring 12 will be moved to the right and willcompletely mesh the clutch teeth 13' and 15 at the time the ball |55 ismoved into seating relation with the notch |51. At this time the rstspeed power train will be mobilized.

Shifting of the forks and |52 of the reverse power train and of thelfirst speed power train is accomplished by meansof cylindrical studs |59and |60 projecting respectively from the sleevelike base portions |46and |54 of these shifter forks into cooperative relation with cam slots|6| and |62 in a cam plate |63, Figs. 2 and 3. This cam is manuallycontrolled. It is fixed to the lower end section of a control shaft |64,which, as shown in Fig. 3, has a control arm |65 nonrotatively securedto its upper end. A linkage (not shown) extends from the end of thecontrol arm |65 into a position conveniently accessible to the driver ofthe vehicle.

The cam plate |63, in selectively mobilizing either the rst speed powertrain or reverse power train is rotated between oscillative limits. Theplate |63 is illustrated in Fig. 2 in a neutral position wherein neitherof these power trains is mobilized. Mobilization of the reverse powertrain is effected by rotating the cam plate |63 clockwise whereby thestud |59 is cammed to the left by an edge |66 of the slot |6| to movethe shifter fork |45 and the idler gear |3| to the left to carry saidgear mutually into mesh with the reverse power train gears |30 and 19.At the end of this operative movement of the cam plate |63 the detentball |48 will be seated in the notch |50.

' Meanwhile, the arcuate slot section |61, concentric with the axis 0fthe shaft |64, will have simply received the stud |60 without havingshifted it axially of the 'rod |41.

When it is later desired to demobilize the reverse power train the camplate |63 will be rotated in the opposite direction, and during thisrotation the edge |68 of the slot |6| will be operative for camming thestud |59 to the right into the position shown while the arcuate notchsection |61 will again idly traverse the stud |60. When it is desired tomobilize the i'lrst speed power train the cam plate |63 will be rotatedcounter-clockwise to cause the edge |69 of the slot |62 to shift thestud |60 to the right by a camming -action thereon, and to thus shiftthe fork |52 to the right for engaging the clutch teeth 13' and 15',Fig: 1. Meanwhile, the detent ball |55 will have shifted into registrywith the notch |51, and the arcuate portion |10 of the slot |6| willhave simply moved idly with respect to the stud |59 without shifting it.Demobilization of the first speed power train is accomplished byrotating the cam plate |63 clockwise from the just described positionwhile the edge |1| of the slot |62 is effective for camming the stud |60to the left into the position shown in Fig. 2 and to thus demesh theclutch teeth 13 and 15 of the first speed jaw clutch.

A sleeve |15, Figs. 2 and 3, is rotatively mounted upon the controlshaft |64. This sleeve projects upwardly through the upper wall of thegear box where it carries the hub |16 of an operating arm 111. The innerand lower end of the sleeve 9 |15 non-rotatively carries a cam plate |18above and in parallelism with the cam plate |63 asis best illustrated inFig. 3. Only an edge portion of the cam plate |18 is shown in Fig. 2,this cam plate being broken away at the line |19 to expose the slots |6|and |62 in the cam plate |63. The cam plate |18 is controlled by agovernor |86 to prevent automatic engagementl of the second and thirdspeed clutches |09 and ||3, Figs. 1 and 2, while the vehicle is at restor is proceeding at speeds below a predetermined minimum. This itaccomplishes by means of edge profile section |80 ending at a point |8|and cam sections |82 and |83 which,v through a roller |84 upon an arm|85, control the pivoted position of such arm about a pin |98 anchoredin the upper wall of the gear box. Just how the arm |85 constrainsengagement of the clutches |09 and ||3 will be explained presently, butrst it will be explained that the cam |63 is also operable upon theroller |84 for controlling the pivotal position of the arm |85 by meansof edge profile sections identical to and directly beneath the cam prolesections |80, |82 and |83 and designated by the reference characters|80", |82' and |83. These latter named cam prole sections are alsoindicated in Fig. 3 where thevrelation of the cam Yplates |63 and |18with respect to the roller |84 are shown.

As previously explained, the cam plate |63 is 1' manually controlled fordetermining whether ment with the clutch teeth 85 and into meshtherewith when these sets of teeth are synchronized.

A spring 200., Fig. 2, similar to the spring |90,

, has an end section 20| which reacts against a sidewall'fof the. lgearbox-and an opposite end "202 hooked-aboutthelower leg ||6 of the shifterfork V'| |1, thereby'` `',constantly urging clockwise pivotalmovement-of sai'dshifter fork |1. When, i

liowever 'eitherfof the cam points |8| or |8|' is inregistryjwiththeroller |84, such clockwise of thershifter fork ||1 and the shaft nwhichv it is mounted will be prevented byganfarm .203 which isnon-rotatively secured to the upper end .of said shaft and of which arma. free end section bears against an upwardly "projecting portion of thelink pin |91.

`The (governor-controlled apparatus'for determining the `pivotedposition of the cam plater |18 includes a iluid controlled unit or motor205 secured ,totheupper wall of the gear box as illustrated-iinFig. 3.;This motor is shown in detail inFig. {ijwhere it will be seen tocomprise a cylind`e`r"2057in which there is a piston 201 which is;normally rheld in the position shown by pressure-Huid. introduced intothe cylinder through a conduit 208. rIl'he pressure of said fluid willbesuch as overcome the force of a spring 209 ,which surrounds anoperating rod 2|0 extendingthrough a spring chamber 2|| into connec--tion-.lwith-said piston. An adjustable clevis.2|2

the vehicle shall be driven forwardly or back-j. wardly, or whether thetransmission mechanism g A u v that when pressure-Huid is present in thecylinshall be arranged in a neutral position s0 the vehicle will bedriven neither forwardly nor backwardly. When the plate |63 is in theneutral positiony as shown in Fig. 2. or iif the reverse position, thecam point 18| or the adjacent long radius prole section |80' of said camplate will be in registry with the roller |84 for maintaining the arm|85 in the position shown and thereby prevent engagement of either ofthe overrunning jaw clutches |09 and ||3, as will now be explained.

Referring now to Figs. 2 and 3, a coil spring |90 will be seen wrappedabout the lower bearing member |92 for the control shaft |05 whichcarries the second speed shifter fork |04. One end, |93, of this springreacts against a wall of the gear box,.whereas the other end, |94, ishooked about the lower leg of said shifter fork |04 to constantly urgesaid fork to pivot in a direction for shifting the clutch teeth 84toward the clutch teeth 85.

Also secured to the shaft |05, at its upper end, is an arm |95 pivotallyconnected to a link |96 by a pin |91 at its end. The opposite end of thelink |95 is connected with the right end of the arm |85, Fig. 2, by apivot |99. It will be seen that any tendency for the shifter fork |04 tobe rotated counter-clockwise, Fig. 2, by the spring |90 will tend tocause the left end of the arm |95, as well as the link |96 and the rightend of the arm |85, to move toward the cam plates |18 and |63, and wheneither of the cam points |8| or |8I is in registry withv the roller |84thisv interconnects the; rod 2|0 and the arm |11 by meansfdf apvot pinv2|3'.l Hence it will be seen 4, and the cam plate' |18 will be `pivotedto the limitr of their' clockwise-movement for disposing the cam pointlleagainst the roller |84. When the pressure-fiuidin the cylinder 206 isreleased, the spring 209 will be effective for expelling the fluid from'the cylinder while rotating the arm |11 and the cam plate |18counter-clockwise to bring the short radius cam profile section |83 intoregistry with the roller |84. whereby the cam |18 will permit engagementof the overrunning `jaw clutches |09 and ||3 ofthe second and thirdspeed power trains.

The moto'r'unit 205 is shown schematically in Fig, 1 where it will beseen that iluid pressure therefor is received from a pressure tank orreservoir 2|4 through a'conduit 2|5,afbranch conduit 2|6, a valve 2|1and the conduit 208. The valve 2|1, shown in detail in Fig. '7, normallyprovides communication between the reservoir 2|4 and the motor 205.When, however, this valve is actuated under control of the governor |86,it will be conditioned for terminating the communication between thereservoir and said motor and for opening an exhaust port 233 throughwhich the `pressure-fluid within the cylinder 206 is disf nectingmembers 231 and 238 are employed forV securing the valves `2 |1 and 236together in spaced v apart relation so as to accommodate a valveactuating link 239 between said valves. The valve 236, shown in detailin Fig. 6, is controlled by a reciprocal valve stern 253 provided with acap 240 whereas the valve 2 1 is controlled by a reciprocal valve stem234 having a cap 235,-and axial movement of these valve'stems iseifected by a crosspiece 24| upon the link 239 when the latter is movedto the right.

An examination of the construction details of the valve 2|1, in Fig. '1,shows it to have a central chamber 2|9 closed at opposite ends by plugs220 and 22| which are screwed-into place. Pressurefluid is fed into thevalve 2|1 through the conduit 2 6, Fig. 1, which has a threaded endsection connected with the valve inlet port 222. Fluid introduced to thevalve at the port 222 feeds inwardly through a channel 223 in the plug220, an axial channel 224 intersecting the channel 223, past a valveseat 225 into the valve chamber 2|9, and thence out through an outletport 226 with which the conduit 208 is connected as illustrated inFig. 1. A spring 221 normally holds a valve head 228 away from the seat;225 for maintaining the just traced passages of the valve open and forholding the opposite end of the valve 4head against a seat 229 about theentrance of an exhaust passage which comprises an axial channel 230 inthe plug 22|, a transverse channel 23| in said plug, a channel 232 inthe valve chamber casing, and an exhaust port 233. The valve stem 234connects the valve head 228 with the cap 235. It will be seen that whenan external force is applied to the cap 235, the stem 234 and the valvehead 228 will be moved to the left, Fig. '7, against the yieldable forceof the spring 221 for closing the above traced feed line between theinlet port 222 and the outlet port 226, while 'unseating the valve headfrom the seat 229 and thereby connecting the outlet port 226 with theexhaust port 233 through the chamber 2|9 and the channels 230,

23| and 232.

The valve 236 has an inlet port 242, an outlet port 243 and an exhaustport 244. While in the valve 2|1, the inlet and outlet ports 222 and 226are normally in communication through the valve, the converse is truewith respect to the valve 236. A potential passage for the flow of nuidbetween the inlet port 242 and the outlet port 243 is through channels245 and 246 of a valve chamber plug 241, a valve chamber 248 and achannel 249. This passage, however, is normally closed by a valve head250 which is normally pressed against a valve seat 25| by a spring 252.Meanwhile, the cap 240, which comprises a valve head upon the oppositeend of-avalve stem 253, is maintained unseated from a seat 254 in theexhaust line which includes an axial channel 255, a transverse channel256 and a chamber wall channel 251 leading to the exhaust port 244. Whenthe valve cap 240 is pressed to the left, as viewed in Fig. 6, it willpress against the seat 254 to terminate communication between the outletport 243 and the exhaust port 244 while unseating the valve head 250from the seat 25| and thus providing communication between ythe inletport 242 and said outlet port 243.

The governor or speed-responsive apparatus for controlling the movementof the link 239 includes a cylindrical housing 260 of which a hub 26| issplined to a section 262 of the transmission mainshaft 2|. Fulcrummembers in the form of studs 263 for inertia weights 264 are anchored tothe web of said housing 260, pivot pins 265 being carried by said studsfor the pivotal support of said inertia weights. Heel portions 266 uponthe weights 264, when these weights are pivoted about the pins 265 bycentrifugal action, bear against a collar 261 for shifting the same tothe left together with a sleeve 268 and a collar 269 with which it isassociated, there being trunnions 210 projecting from diametricallyopposite sides of the collar and of which one is shown in dotted outlinein each of Figs. 1 and 2. A felt ring or the like 21| which is saturatedwith a lubricant is carried by the collar 269. When the sleeve 268 andthe collar 269 are moved to the left, upon a sleeve 212, the trurmions210 which engage the ends of legs 213 ofa fork 214 cause this fork andthe shaft 215 upon which it is xedly mounted to rotate clockwise,thereby causing clockwise rotation of an arm 216, which is attached tothe lower end of the shaft 215 exteriorly of the casing 211, against theforce of a spring 219 which constantly urges the weights 264 inwardly inopposition to their centrifugal force. Thus the link 239 which ispivotally connected to the arm 216 by pin 218 is moved to the right foractuating the valves 2 l1 and 236 as above described.

Detent means (not shown) of any conventional structure is employed inassociation with the inertia Weights 264 to prevent their movement fromthe 10W speed position in which they are shown until a selected minimumcritical speed is attained by the shaft 2|, at which time they willquickly pivot clockwise to a higher speed position. Similar detent means(not sh'own) is provided in association with these weights for retainingthem in the clockwise position until the speed of said shaft 2| isreduced to a predetermined minimum. In this manner the weights 264 arecaused to move quickly between the extremities of their oscillativemovement.

' It will be recalled that the valve 2|1, when actuated by thespeed-responsive device |86, is conditioned for terminating thecommunication of the reservoir 2|4 with the cylinder 206 of the iluidmotor 205, and for connecting said cylinder with the exhaust port 233 ofsaid valve so the pressure in said cylinder will be relieved and thespring 209 will become effective for shifting the link 2|0 in thedirection to cause counter-clockwise rotation of thecam plate |18, Fig.2, to place the short radius prole section |83 thereof in registry withthe roller |84, thereby leaving the second and third speed power trainsuntrammelled forI automatic mobilization so faras this part of thecontrol apparatus is concerned. The valve 236, however, in cooperationwith a switching valve 280 (shown schematically in Fig. 1 and in detailin Fig. 8) and a throttle-responsive valve 28| (shown schematically inFig. 1 and in detail in Fig. 5) serves to control inflation of theclutch envelope 3| and hence-the degree of resistance to relativerotation betweenv the driving and driven parts of the main clutch C. Aninterlock between the engine throttle and the throttle-responsive valve.28| is provided by an accelerator pedal 282 which is shown inassociation with said valve 28| in both Figs. 1 and 5.

Before describing these additional valves in dee" tail, their relationto each other'and their general environment in the pressure-fluidcontrol system will be made clear. In the operation of the valves 236,280 and 28|, pressure-duid, impressed from the reservoir 2|4 throughconduits 2|5 and 284 upon the valve 28| is metered through such valveinto a conduit 285 and thence through valve 280, conduit 59, the fitting55, tube 31 in the transmission mainshaft 2|, passages 36 and 4|, tube35 and into the envelope 3| for creating a pressure in the envelope of amagnitude corresponding to the degree of throttle opening, or, thedegree to which the accelerator pedal 282 is depressed. Hence instarting the vehicle from rest. pressure-duid from the reservoir 2 I4will be introduced into the envelope 3| for inflating the same andincreasing the amount of power transmitted through the clutch C inaccordance with the amount of fuel fed to the engine. When the engine,the vehicle and the transmission mainshaft 2| reach a predeterminedminimum speed, the speed-responsive device I86 will shift the link 239to the right in Fig. 1 for manipulating the valve 236 whereby thepressure-fluid carried to the intake port 242 of this valve through theconduit 2I5 will be passed through the valve and outwardly of its outletport 243 through the conduit 283 and through the valve 280 (which willbe actuated by the predominant pressure of the fluid introduced throughthe conduit 283 for connecting the conduit 283 with the conduit 59 anddisconnecting the conduit 235 from said conduit 59), the conduit 59 andthe above traced fluid line to the envelope 3| forv imposing the fullpressure of iiuid from the reservoir 2I4 upon the clutch C to maintainthe same completely' engaged. This action of the valves 236, 280 and 28|will be fully understood after the valves 280 and 28| havebeen describedin detail.

In Fig. 8 the switching valve 280 will be seen to comprise a cylinder290 having one inlet port 292 connected with the conduit 283 and asecond inlet port 293 connected with the conduit 285. An outlet port 294of this valve is connected with the conduit 59. It will be understoodthat when` pressure-fluid is introduced into either ofthe inlet ports292 or 293 the force of that fluid will cause a piston 29| to shift tothe opposite end of the cylinder 290 and thus provide communicationbetween the linlet port at which the pressurefluid is introduced and theoutlet port 294. If pressure-fluid is supplied to both of .the inletports 292 and 293 the piston 29| will be forced to the end of thecylinder at which the fluid pressure is least, thereby connecting theport having fluid at the greatest pressure with the outlet port 294 anddisconnecting the inlet port of least pressure from the outlet port.

The accelerator-operated valve 28|, Fig. 5, is associated with the footaccelerator pedal 282 which is pivotally connected at its lower end with'a pivot rod 300 which is mounted in a bracket 30| upon a plate 302secured to the upper end of the casing 303 of said valve by a pluralityof screws as 304. A spring 305 which is wrapped about the rod 300 has anend section 306 which bears against the under side of the pedal 282 witha force suiiicient to normally hold the pedal in its uppermost position,as shown in Fig. 5. A linkage (not shown) for operably connecting thepedal 282 with the vehicle throttle valve is connectible with said pedalat an apertured lug 301. Said pedal carries a roller 301e. for actuatingthe valve 28| by pressing downwardly upon a button 301b of thel valvewhen the pedal is depressed in the conventional manner for opening thevehicle throttle. I

Pressure-fluid is admitted into the valve through the conduit 284, Fig.1, which is connected with the inlet port 398 and an outlet port for thepressure-fluid is provided at 309 where the conduit 285 is attached. Asecond outlet port 3 I 0, not used in the present installation, isclosed by a screw plug 3| I. An exhaust port 3I2 is also provided in theside wall of the Valve casing.

Fluid introduced into the inlet port 308 and through a filter member 3I3 in an entrance cavity 3|4 is withheld from further ingress into thedevice through a passage 3|5 by a valve ball 3| 6 so long as theaccelerator pedal 282 is in its upper or released position as shown, butwhen said pedal is pressed downwardly by the foot ofthe operator to openthe engine throttle, the ball 3m will be moved downwardly, as presentlyexplained, from the end of the passage 3|5 for a sufcient length of timeto admit uid upwardly through said passage and outwardly of the port 300until a back pressure is built up in the channel 3|9 cor.. responding tothe amount of throttle opening. When the accelerator pedai 282 isreleased, communication is established between the outlet port 309 andthe exhaust port 3I2 through lie passage 3|9 and an exhaust tube 320.

section of the diaphragm 32| therebetween. A

spring 326 bearing against the lower edge of the flange 325 constantlyvurges the diaphragm 32| upwardly as well as the spring seat 324 and atubular spring guide 321 which is threaded onto the tube 320. A pressuregraduating spring surrounds ithe tubular guide 321 and is heldselectively compressed between the seat 324 and a seat member 329 at theupper end of said spring, said seat member 329 bearing against ashoulder 330 within a hollow piston member 33| which is verticallyreciprocal in the cylindrical casing 393.

While the pedal 282 is in the released position as shown, the spring 326will be effective for maintaining the diaphragm .32| in the upward-position illustrated as well as the graduating spring assemblycomprising the graduating spring 328, the spring guide 321 and theexhaust tube 320. Upon depressing the accelerator pedal the roller 301awill be caused to bear against the button 30117 to force the piston 33|and the said graduating spring assembly downwardly. Pursuant to thisdownward movement of the graduated spring assembly a seat 332 at thelower end of the exhaust tube 320 will be pressed again-st an exhaustball 333 of an intake and exhaust assembly 334 which includes said ball333, the ball 3I6 connected therewith by a rod 335 and a spring member336. This pressing of the seat 332 against the ball 333 closes theexhaust passage so there will be no communication between the channel3|9, and the exhaust port 3|2 through an exhaust line which includesopenings 331 in the spring guide tube 321, and the interior of thecasing 303. Meanwhile the pressure of fluid within the chamber 3|4 isacting upon the ball 3| 6 for holding it in closing relation with thepassage 3|5. Additional downward movement of the accelerator pedal 282will, however, through the -spring 328, force the diaphragm 32 I, thetube 320 and the intake and exhaust assembly 324 downwardly forunseating the ball 3| 6 from the passage 3|5. Resistance to thisdownward movement is encountered because of force of the pressure-fluidupon the ball 3I6 wherefore the graduating spring 328 -will be slightlycornpressed incident to the flange or collar 329 sliding downwardlyalong the spring guide 321. 4The uid thus admitted through the passage3|5 and the channel 3|9, and hence into the envelope 3| of the clutch C,will also pass through one or more openings 340 into the chamber 34|below the diaphragm 32| and thus augment the force of the spring 326 inurging the diaphragm upwardly at its center. Eventually the pressure of15 fluid in the channel 319- and in the chamber 341 will reach amagnitude sufficient for lifting the diaphragm 321 against the force ofthe graduating spring 328 and when this happens the spring 336 willcause the balls 333 and 316 to follow the tube 320 upwardly, whereby theexhaust passage remains closed at the seat 332 to maintain the pressurein the channel 319. When 'the ball 316 reaches closing relation with thelower end of passage 315 no more fluid will be admitted to the channel 3I 9, and so long as the accelerator pedal 282 remains undisturbed. the'pressure -in the channel 319 will remain xed.

Upon further depressing the accelerator pedal the piston 331 and theupper end of the graduating spring 328 will be shifted downwardlyincident to further compressing the spring 328 while moving its lowerend and the center of the diaphragm 32| downwardly to cause downwardmovement of the tube 320 and the valve balls 333 and 316. Thusadditional pressurefluid is admitted through the passage 315 into thechannel 319, and when enough fluid has been admitted into said channeland through the opening 3411 into the chamber 341, the diaphragm 321will again be lifted at its center while still further compressing thegraduating spring 328. When the graduating spring is compressed enoughto have permitted upward movement of the tube 320 and the balls 333 and316 sufciently for the ball 316 to have again closed the passage 315,the pressure in the passage 319 will remain xed at the higher value solong as the pedal 282 remains unmoved.

Upon any further depression of the accelerator pedal and the consequentincrement in the compression of the graduating spring 328, acorresponding increase in pressure will -be incurred in the channel 319by fluid admitted through the passage 315, for when the depression ofthe accelerator pedal is stopped at any given point, the fluid admittedfrom the cavity 314 through the passage 315 and the hole 340 willquickly lift the diaphragm 321 suiciently to permit the spring 336 toclose the passage 315 with the ball 316 and thus strike a balance wherethe pressure in the channel 319 corresponds to the degree of advancementof said accelerator pedal.

Upon partial release of the accelerator pedal after a pressure has beenbuilt up in the channel 319, the tension in the graduating spring 328will be partially relieved by a slight upward movement of its upper endwith the piston 331 and the collar 329 relatively to the guide 321, andas a consequence of this, the pressure in the channel 319 and in thechamber 341 will be effective for moving the diaphragm 321 upwardly tounseat the lower end of the tube 3211 from the exhaust ball 333, thuspermitting escape of pressure-fluid through the tube 320, apertures 331,the interior of the valve casing 303 and the exhaust port 312. When thepressure in the channel 319 decreases sufficiently the compressedgraduating spring 328 will be effective for forcing its lower end andthe diaphragm 321 downwardly far enough to cause reengagement of theseat 332 with the exhaust ball 333. The pressure within the channel 319may be further decreased by an amount determined by an additionalpartial release of the foot accelerator pedal for further diminishingthe tension in the graduating spring 328, there being a repetition ofthe action of the pressure within the chamber 341 first lifting thediaphragm 321 to unseat the exhaust seat 332 and the compressed spring328 thereafter being pressure in the channel 319 proportional to thedegree of depression of the accelerator pedal 282.

Operation of the apparatus:

In starting a vehicle, upon which the present apparatus is installed,from rest, a manual control (not shown) will be manipulated by theoperator for rotating the arm 165, Fig. .3, and the shaft 164 upon whichit is mounted for rotating the cam plate 163, Figs. 2 and 3, eitherclockwise or counter-clockwise'from the neutral position shown in Fig.2. If it is desired to move forwardly the cam plate 163 will be rotatedcounter-clockwise whereby the stud 160 will be cammed tothe right by theedge 169 of the slot 162. In this manner the shifter fork 152 and theclutch ring 12, Figs. 1 and 2, will be moved to the right for meshingthe clutch teeth '13 and '15', thus mobilizing the first speed powertrain. This having been done the operator will accelerate the vehicleengine by depressing the accelerator pedal 282 and concurrently theroller 381a upon said pedal will be brought into engagement with thebutton 301D of the valve 281 and the valve actuated in the mannerhereinabove described for admitting pressure-fluid from the reservoir214 and the conduit 284 into the channel 319 of said valve and hencethrough the conduit 285 into the right end of the switching valve 288,Figs. 1 and 8. At this time the transmission mainshaft 21 will be atrest wherefore the speed-responsive device 186 will be in its inactiveposition as shown in Fig. 1 and the valve 236 will Abe conditioned forstopping the flow of pressure-fluid thereinto through the conduit 215and for connecting the conduit 283 and hence the left end of theswitching valve 280 with the exhaust port 244 of said valve 236. Sincethe left end of the switching valve 280 is then connected with anexhaust, the pressure-fluid introduced into the right end of this valvemember will throw the piston 291 to the left for cutting oil'communication between the conduit 283 and either of the conduits 285 or59 and for establishing communication between the conduits 285 and 59.Since the conduit 59 constitutes av section of the line through whichpressure-fluid is carried for admittance into the clutch envelope 31,the pressure in this line and in the envelope 31 will reach amountsdepending upon the amount of advancement of the pedal 282. The valve 281will be so regulated that the degree of inflation of the envelope 31will be such, with respect to the advancement of the accelerator pedal,that the clutch will transmit power from the engine to the transmissionmainshaft 21 in a sulicient of the device through a driven shaft |2 tothe' vehicle running gear.

After the clutch y(.'i is fully engaged so there is no slippage betweenthe friction elements upon its driving and driven parts and after thevehicle and the vehicle engine have attained a predetermined minimumspeed, the speed-responsive device |86 will become effective in themanner hereinabove described for shifting the link 239, Fig. 1, to theright for actuating the valves 2|1 and 236 by pressing their valve stemcaps 235 and 240 inwardly thereof.

Upon this manipulation of the valve 236 th conduit 283 will bedisconnected from communication with the valve exhaust port 244 and willbe connected with the reservoir 2i4 through the inlet port 242 of saidvalve and the conduit 2 I5. In this manner the full force of thepressurefluid in the reservoir 2|4 is impressed upon the 'left end ofthe piston 29| in th'e switching valve 280 to force this piston to theright end of the valve upon release of the accelerator pedall 282 andthe concomitant adjustment of the throttlecontrolled valve 28| forconnecting the conduit 285 and the right end of the valve 280 with theexhaust port 3I2 of said valve 28|. Subsequent depression and release ofthe pedal 28| during operation of the vehicle will be ineffective forshifting the piston 29| to the left since the pressure in the conduit285 will never exceed that in the reservoir 2|4 which reservoir pressureis supplied in the left end of the valve. Therefore, after thetransmission mainshaft 2| attains the speed at which th'e inertiaweights 264 are thrown outwardly, the valves 236 and 280 will functionfor directing pressure-fluid into the conduit 59 independently of thethrottle-responsive valve 28| and to maintain the clutch C fully engagedirrespective of the position of the accelerator pedal.

It will be noted, however, that each timethe accelerator pedal isdepressed, uid from the reservoir 2| 4 will be admitted into the valvechannel 3|9 and into the conduit 285, th'e amount of uid and thepressure thereof depending on the amount of the advancement of thepedal, and that upon release of the accelerator pedal the seat 332 atthe bottom of the exhaust tube 320 will be lifted from the exhaust ball333 to result in the exhausting of fluid from the conduit 285 and thechannel 3|9. Consequently, in order to conserve pressure-fluid, which inthe present installation is compressed air that is exhausted to theatmosphere through th'e exhaust passage 3|2, the switching valve 280will be placed closely to the throttle-responsive valve 28| to shortenthe conduit 285 and minimize the volumetric capacity of this conduit.

It will be understood from the above detailed description oi. the valve2|1 that upon attainment of said predetermined speed of the mainshaft 2|and the actuation of the speed-responsive device |86 for pressing thestem of said valve 18 the conduit 208 and the exhaust port 233. Thisinwardly, said valve will be conditioned for terminating thecommunication between the inlet porf-l 222 and the conduit 208 wherebypressurefluid is no longer available through the conduits 2|5, 2|6, saidvalve 2|1 and the conduit 208 for motor 205 becomes operable to forcethe piston to the opposite extremity of its reciprocal movement whileexpelling the fluid outwardly through movement of the piston pulls therod 2|0 with it to cause counter-clockwise rotation of the arm |11, Fig.4, and of the sleeve |15, Fig. 2, with Iwhich said arm is connected.Thus the cam plate |18, Fig. 2, which is connected with the sleeve |15is rotated counter-clockwise to carry the short radius prole |63 thereofinto registry with the roller |84. When thus positioned, the cam plate|18 will permit the arm |85 carrying the roller |84 to pivot clockwiseabout its pivotpin |98 and thus permit the link |96 and the adjacentends of the arms |95 and 203 to move toward the cam plate |18 in thedirection they are urged by the springs and 200. This action occurs uponsaid counter-clockwise rotation of theA cam plate |18 since the camplate |63 was previously rotated counter-clockwise, while mobilizing therst speed power train, to carry its short radius profile |83 intoregistry with the roller |84. The springs |90 and 200, in addition torotating the arms and 203 also ro.- tate the shifter forks |34 and I|1respectively counter-clockwise and clockwise as viewed in Fig. 2 tocarry the teeth 84 of the second speed jaw clutch |09 against the teeth85 of that clutch and to similarly carry the teeth ||2 of the thirdspeed jaw clutch |I3 into engagement with the teeth thereof.

At this time, while the apparatus is operating in the first speed powertrain, the transmissionv mainshaft 2| will be rotating at greater speedthan the second and third speed gears 86 or ||0 and consequently theteeth of the clutches |09` and ||3 will not mesh. The faces 81 of theteeth 84 will simply ratchet over the teeth vB15-and likewise the facesH2' of the teeth ||2.,wi11vsiniply"` ratchet over the ends of the teethll-lilhile the vehicle is thus proceeding forwardly withthe first speedpower train in operation and at any time following the critical minimumspeed at which the speed-responsive device |86 operates for indirectlycausing counter-clockwise rotation 0f the cam plate |18, the operatormay change over into the second speed power train by releasing theaccelerator pedal to permit the vehicle engine and the transmissionmainshaft 2| to decelerate sufficiently to cause the clutch teeth 84 ofthe second speed jaw clutch |09 to synchronize with the teeth 85, ofsaid clutch whereupon the spring |90 will be eiective for causing theteeth 84 to slide i'nto mesh with said vteeth 85. Meanwhile, the gear 86which carries the clutch teeth 85, due to the momentum of the vehiclerunning gear with which it is connected through the countershaft i4,will have maintained substantially a constant speed of rotation. Thisconnection with the countershaft is impositiva in character, it beingdue to the frictional drag of the overrunning clutch 93, of the bearing30, of a thrust ring R carried on said countershaft and frictionallyengaging the back end of the gear 89. Likewise, the gear 19, which issplined to the countershaft i4, will have maintained substantially aconstant rate of rotation, but that part of the rst speed power trainincluding the gears 61, 68, the clutch teeth 13 and 15', and the drivingmember 16 of the rst speed overrunning clutch 11 will have deceleratedwith the vehicle engine as permitted by the clutch rollers 82. When thesecond speed jaw clutch |09 is engaged the second speed power train willbe established and will enable the engine to pick up the load upondepression of the accelerator pedal 282. The gear 19 will continue tooverrun the driving member 16 of the first speed overrunning clutch 11when its flange 0B is connected in series with the gears and 09 and theoverrunning clutch 93 as part ofthe second speed power train.

When it is desired to change over into the third speed power train theoperator will again release the accelerator pedal 282 for closing theengine throttle and decelerating the engine together with thetransmission mainshaft 2| and the third speed jaw clutch teeth I2 whichrotate with said shaft 2|. concurrently the momentum of the vehicle willkeep the countershaft I4 and the gear 19 keyed thereto rotating atsubstantially constant speed as permitted by the overrunning clutchrollers 82 and 94, and when the clutch teeth ||2 slow down tosynchronism with the clutch teeth I I I which had been rotating atslower speed than the clutch teeth ||2 because of the connection withthe countershaft I4 through the gears and ||0, the spring 200 will beeffective for sliding said teeth I I2 into mesh with the teeth III forestablishing the third speed power train. Subsequent depression of theaccelerator pedal 282 will cause power from the engine to be transmittedthrough the third speed power train comprising the jaw clutch ||3 andthe gears ||0 and I 20. Meanwhile, the driven parts of the overrunningclutches 11 and 93 respectively of the rst and second speed power trainsand carried upon the gear 19 will be rotating at a speed in excess ofthe driving members 16 and 92 of these clutches as permitted by theclutch rollers 82 and 94l If at any time the operator should care tochange over from the third speed power train to the second speed powertrain as he may want to do in order to obtain greater accelerating powerfor passing another vehicle upon the highway, he may accomplish this actby causing counterclockwise rotation of a cam 350, Fig. 2, which isrotatively supported upon a stud 35| in the upper wall of the gear box.This rotation of the cam 350 will carry a long radius prole section 352thereof against a. roller 353 upon an arm 354 which ispivoted upon a pin355 in the upper side wall of the gear box. A spring 356 wound about thehub 351 of the arm 354 has an end section 358 bent into the form of ahook and constantly bearing against said arm for pressing the roller 353against the prole of the cam 350. When the cam section 352 is broughtagainst the roller 353 the arm 354 will be pivoted clockwise for causingendwise movement of a link 359 which has an end connected with the freeend of the arm 354 by a pin 360 and which has at its opposite end a pin36| projecting into an elongated slot 362 in the arm 203. While theapparatus is connected in the third speed power train the arm 203 willbe rotated clockwise with the shifter fork I| 1 so that thecounter-clockwise end of the slot 362, with respect to the axis in theshifter fork shaft ||8, will be in receiving relation with the pin 36|so that when the link 359 is moved endwise as stated above, the pin 36|will bear against said counter-clockwise end of the slot 362 forpivoting the arm 203 and hence shifter fork I1 counter-clockwise intothe position shown for disengaging the third speed jaw clutch I I3. Withthe third speed power train thus demobilized, the vehicle engine willspeed up for picking up the load through the second speed power trainwhich includes the overrunning clutch 93.

Said counter-clockwise rotation of the cam 350 for disengaging the thirdspeed jaw clutch 3 also carried said profile section 352 from registrywith a roller 363, Fig. 2, which is mounted upon a base extensionsection 383' of the shifter fork |0l. and carried e. short radiusprofile section 364 into registry with such roller to permit slidingmovement of said shifter fork to the left upon the shifter fork rod |41under the influence of a compressed spring 365 which is disposed aboutsaid rod |41 with its opposite ends respectively bearing against theright end wall of the gear box and the base of said shifter fork.Therefore, when the engine is speeded up suiciently for picking up theload through the second speed power train incident to bringing thedriving member 92 of the second speed overrunning clutch 93 up to thespeed of the flange 95 upon the gear 19, the clutch teeth |02 and |03 ofthe lockoutclutch 91 will be brought into synchronism so that themovement of the shifter fork |0| to the left in the manner described bythe force exerted by the spring 365 will result `in the meshing of theclutch teeth |02 with the teeth |03 to lock out the overrunning clutch93 and thus convert the second speed power train into a two-way-drivepower train.

Rotation of the cam 350 is effected by the operator manipulating valvemeans (not shown),

` which may be similar to the valve 236 in Fig. 1,

for establishing communication of a conduit 310, Fig. 2, with a fluidpressure source to force a piston (not shown) in a cylinder section 31|of a fluid motor 312 to the left incident to compressing a spring (notshown) in a spring chamber 313 of said motor and moving a rod 314connected with said piston to the left. Said piston rod 314 is operablyconnected with said cam through an arm 315 which is also rotatable uponthe stud 35|.

When it is again desired to establish the third speed power train, theoperator will relieve the fluid pressure extended through the conduit310 to the fluid motor 312 whereby said spring (not shown) within thespring chamber 313 will retract said piston (not shown), the piston rod314 and the arm 315 to cause clockwise rotation of the cam 350 into theposition shown. The roller 363 is thus cammed radially outwardly untothe long radius section 352 for disengaging the clutch 91 and forcarrying the short radius section of said cam into registry with theroller 353 to enable the spring 200 to again rotate the shifter fork I1for pressing the clutch teeth ||2 against the clutch teeth III, Bythereafter decelerating the vehicle engine as hereinabove described theclutch teeth ||2 may be slowed down to synchronism with the clutch teethand permitted to mesh therewith.

When the reverse power train is established as above described byrotating the cam plate |63 clockwise` as viewed in Fig. 2 for shiftingthe reverse idler gear |3| mutually into mesh with the gears |30 and 19,the vehicle will be started rearwardly by simply pressing upon theaccelerator pedal 282 for feeding fuel to the engine and opening thevalve 28| for admitting pressure-fluid from the reservoir 2|4 throughthe switching valve 280 and the pressure line including the conduit 59to the clutch envelope 3|. As before, the inflation of the envelope andthe pressure between the friction elements upon the driving and drivenmembers of the clutch will be controlled in accordance with thedepression of the accelerator pedal.

In bringing the vehicle to a stop the operator need use only his brake,for after the speed-responsive device slows down suiciently the weights264 will permit the spring 219 to pivot In s asoman the arm 218 formoving the link 239 to the left and permitting outward movement of thevalve stems of the valves 2H and 236. Valve 2I1 will then re-connect themotor 205 with the pressurefluid source so this motor will rotate thecam |18 for placing its long radius profile section I8! in registry withthe roller l84 whereby the arms |85, I 95, and 203 are rotated. todisengage the third and second speed jaw clutches H3 and E09. The firstspeed power train remains mobilized but when the stem of valve 236 movesoutwardly the direct connection through this valve of the reservon` 2Mwith the clutch envelope 3i is terminated s that the engagement ofclutch C will depend upon Whether the accelerator pedal is depressed.Consequently the mobilized first speed power train is disconnected fromthe engine when the operator releases the accelerator pedal as thebrakes are applied for stopping.

The performance of the clutch C is analogous to that of a fluid flywheelinsofar as it automatically provides uniformly diminishing slippage fora smooth initial engagement and absorbs tortional vibrations originatingin the engine. It has the additional advantage, however, of dispensingwith the continual slippage that occurs in the fluid flywheel type ofclutch.

This improved clutch installation is made practical by virtue of thecombination therewith of the pressure-fluid control system thereforinterlocked for operation in accordance with the amount of throttleopening and engine and vehicular speed, and also by virtue of theautomatic change-speed apparatus which effects changes in speed ratioWithout incurring disengagement and reengagement of said clutch.

Since all power trains in the present transmission include paired gearsrespectively upon the mainshaft and the countershaft, the layout hasbeen designed to minimize vibration by arranging the gears of the higherratio trains, which are used for greater time periods and fortransmitting the most power, adjacently to the bearings which supportthese shafts in opposite end walls of the gear box.

Attention is also particularly directed/iy to the control feature of thetransmission that provides for conditioning the lock-out jaw clutch forthe second speed overrunning clutch whereby said overrunning clutch isautomatically shunted out to convert the second speed power train into atwo-way-drive train when the manually supervised shift is made to thistrain from the third speed power train. This method of control simpliesthe shifting operation and thus avoids any likelihood of the operatorbecoming confused when shifting from third to second speed to employ thebraking force of the engine while descending a steep grade.

I claim:

l. Change speed transmission apparatus comprising a gear box, a set ofpaired bearings respectively at opposite ends of said gear box, a mainshaft journalled in said bearings and having a power intake endprojecting outwardly from an end of said gear box, a second set ofpaired bearings respectively at said opposite ends of the gear box, acounter-shaft journalled in the second set of bearings and having apower output end projecting outwardly from said end of the gear box, alow speed gear upon and at a central section of the main shaft, areverse gear also upon and at a central section of the main shaft, anintermediate speed gear of greater diameter than said low and reversegears and upon said main shaft adlacently to the other end of the gearbox, a "high speed gear of greater diameter than said intermediate gearand disposed upon the main shaft adiarentlyI to said i one end of thegear box, a reverse idler gear meshed with said reverse gear, gearsuponv the countershaft respectively cooperable with said low, reverseidler, intermediate and high gears to establish power transmittingconnections between said shafts, and means for selectively mobilizingsaid power connections.

2. Change-speed transmission apparatus comprising a gear box, a. set ofpaired bearings respectively at opposite endsv of said gear box, a mainshaft journalled in said bearings, a second set of paired bearingsrespectively at said opposite ends of the gear box, a countershaftjournalledin the second set of bearings, a low ratio power trainincluding gears on central sections of said shafts, a higher ratio powertrain including gears on said shafts at sections thereof adjacent tosaid bearings at one end of said box, a still higher ratio power trainincluding gears on said shafts at sections thereof adjacent to saidbearings at the other end of said box, one of the gears in each of saidhigher and still higher ratio trains being e freely rotatable upon itsshaft, and clutch means associated with each of said freely rotatablegears and engageable therewith to connect each nonrotatively with itsshaft, the clutch means associated with the freely rotatable gear of thehigher ratio power train being splined to the shaft of such gear at asection between the gears of the low and higher power trains and beingslidable axially of its shaft into such engagement with said gear, and.the clutch means associated with the freely rotatable gear of the stillhigher ratio power train being splined to the shaft of such gear at asection between the gears of the low and still higher power trains andbeing slidable axially of its shaft into such engagement with said gear.i

3. Change-speed transmission apparatus comprising a gear box, a set ofpaired bearings respectively at opposite ends of vsaid gear box, amainshaft journalled in said bearings, a second set of paired bearingsrespectively atsaid opposite ends ,of the gear box, a countershaftjournalled in the second set of bearings, a low ratio power trainincluding constantly meshed gears respectively/'on central sections ofsaid shafts, a reverse power train including gears respectively oncentral sections of said shafts, higher ratio power trains of which oneincludes constantly meshed gears respectively on said shafts at sectionsthereof adjacent to said bearings at one end of said bx and of whichhigher ratio power trains theother includes constantly meshed gearsrespectively on said shafts at sections thereof adjacent to saidbearings at the other vend of said box, one gear in each of said higherratio power trains being freely rotatable upon its shaft, clutch meanssplined to the shaft of one of said freely rotatable gears at a sectionof' said ,shaft between such gear and the reverse train gears andslidable axially of said shaft into engagement with such gear to clutchit non-rotatively thereto, and

additional clutch means splined to the shaft of the other of said freelyrotatable gears at a section of said shaft between such gear and the lowtrain gears and slidable axially of said shaft into engagement with suchgear to clutch it non-rotatively thereto. l

4. Change-speed transmission apparatus comprising a main shaft, acountershaft, a reverse 23 power train including gears respectively uponsaid shafts and aligned in a plane normal to said shafts, a forwardpower train including constantly mashed gears respectively upon saidshafts at one side of the reverse gears, a forward power train of higherspeed ratio than the rst forward power .train and including constantlymeshed gears respectively upon said shafts at the opposite side of thereverse gears, the countershaft gear of the rst forward power trainbeing freely rotatable upon said countershaft, the main shaft gear ofthe higher ratio forward power train being freely rotatable upon saidmain shaft, means operable to clutch said main shaft gear non-rotativelyto said main shaft, an overrunning clutch including driving and drivenmembers upon the countershaft between the reverse train countershaftgear and the rst forward train countershaft gear, the driven member ofsaid clutch being drivingly connected with said reverse traincountershaft gear, means operable to non-rotatively connect the firstforward train countershaft gear and the driving member of saidoverrunning clutch, and an additional overrunning clutch includingdriving and driven members upon the countershaft of which the drivenmember is drivingly connected with the reverse train countershaft gearand of which the driving member is drivingly connected with the higherratio train countershaft gear.

5. Change-speed transmission apparatus comprlsing a drive shaft. areverse power train including a gear connected non-rotatively with saidshaft, said gear including flange-like housings projecting axiallytherefrom in opposite directions, forward power trains respectivelyincluding gears freely rotatable upon said shaft at opposite sides ofthe reverse train gear, overrunning clutch devices respectively shroudedby said flange-like housings, said devices each including a drivingmember freely rotatable upon said shaft and a driven member upon itsassociated flange-like housing, and means connecting each of said gearswith the overrunning clutch driving member at the same side of thereverse gear therewith.

OSCAR H. BANKER.

REFERENCES CITED The following references are of record in the le ofthis patent:

UNITED STATES PATENTS Number Name Date 2,140,502 Banker Dec. 20, 19382,118,811 Fageol May 31, 1938 2,199,095 Banker Apr. 30, 1940 2,126,876Doman Aug, 16, 1938 2,289,646 Grater July 14, 1942 2,276,862 Peterson etal Mar. 17, 1942 1,699,990 Rey Jan. 22, 1929 1,731,338 Hand Oct, 15,1929

